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Image 9879
160 visits
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Plan of North Carolina sharpie of the 1880's
237 visits
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Image 9703
245 visits
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Image 9700
219 visits
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Image 9701
215 visits
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Image 9699
214 visits
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On the water
654 visits
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Image 9125
175 visits
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We recrossed the river the next morning and fetched back most of the staged meat and skins, reaching camp again in the early part of the afternoon
199 visits
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I have said that Flies Low sat in our second boat, with my little son in his arms. The baby had grown restless, and Flies Low had loosened the babe’s wrappings to give freedom of his limbs. A sudden billow rocked the boat, throwing Flies Low against the side and tumbling my little son out of his arms into the water.
His loosened wrappings, by some good luck, made my baby buoyant, so that he floated. He was crying lustily when my husband drew him out; but he was not strangling, and under his wraps he was not even wet.
“I could not help it,” said Flies Low afterwards. “The boat seemed to turn over, and the baby fell out of my arms.” We knew this was true and said nothing more of it.
405 visits
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Image 8689
214 visits
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With hull covered with plates of copper and iron, two rudders, one at the bow and one at the stern; and a paddle-wheel as her propelling machinery, fitted inside.
105 visits
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The light-draught Mississippi steamers bear little resemblance to the Hudson River and Long Island Sound boats while the American steam ferry-boat is a thing certainly not of beauty, but unique.
The J. M. White, of 1878, was deemed “a crowning effort in steamboat architecture in the West.” She was 320 feet long and 91 feet in width, over the guards. Her saloons were magnificently furnished, and all her internal fittings of the most elaborate description. She carried 7,000 bales of cotton and had accommodation for 350 cabinpassengers. Her cost was $300,000. She was totally destroyed by fire in 1886.
306 visits
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The Clermont made her first voyage from New York to Albany, August 7th, 1807.
Her speed was about five miles an hour. During the winter of 1807-8 she was enlarged, her name being then changed to North River.
She continued to ply successfully on the Hudson as a passenger boat for a number of years,
her owners having acquired the exclusive right to navigate the waters of the State of New York by steam.
223 visits
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The Rhine steamers and those plying on the Swiss lakes are in keeping with the picturesque scenery through which they run.
Painted in bright colours, they present a very attractive and smart appearance. They are kept scrupulously clean and are admirably managed.
Many of them are large, with saloon cabins the whole length of the vessel, over which is the promenade deck covered with gay awnings.
They run fast. The captain sits in state in his easy chair under a canopy on the bridge—smoking his cigar.
The chief steward, next to the captain by far the most important personage on board, moves about all day long in full evening dress—his main concern being to know what wine you will have for lunch or dinner that he may put it on ice for you.
The table d’hote is the crowning event of the day on board a Rhine steamer, i.e., for the misguided majority of tourists to whom a swell dinner offers greater attractions than the finest scenery imaginable.
252 visits
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Fifty years later witnessed the full development of Mr. Bell’s ideal in the Columba, then as now the largest river steamer ever seen on the Clyde, and the swiftest. The Columba is built of steel, is 316 feet long and 50 feet wide. She has two oscillating engines of 220 horse-power, and attains a speed of twenty-two miles an hour. Her route is from Glasgow to Ardrishaig and back, daily in summer, when she carries from 2,000 to 3,000 persons through some of the finest scenery in Scotland. She is provided with steam machinery for steering and warping her into the piers, and with other modern appliances that make her as handy as a steam yacht. She resembles a little floating town, with shops and post-office where you can procure money orders and despatch telegrams And what is the Columba after all but an enlarged and perfected reproduction of Bell’s Comet!
216 visits
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Nothing more was heard of the steamboat in Britain until 1812, when Henry Bell surprised the natives of Strathclyde by the following advertisement in the Greenock Advertiser:
STEAM PASSAGE BOAT,
“THE COMET,”
Between Glasgow, Greenock and Helensburgh,
for Passengers Only.
The subscriber having, at much expense, fitted up a handsome vessel, to ply upon the River Clyde, between Glasgow and Greenock, to sail by the power of wind, air and steam, he intends that the vessel shall leave the Broomielaw on Tuesdays, Thursdays and Saturdays, about mid-day, or at such hour thereafter as may answer from the state of the tide; and to leave Greenock on Mondays, Wednesdays and Fridays, in the morning, to suit the tide.
The elegance, comfort, safety and speed of this vessel requires only to be proved to meet the approbation of the public; and the proprietor is determined to do everything in his power to merit public encouragement.
The terms are, for the present, fixed at 4s. for the best cabin, and 3s. for the second; but beyond these rates nothing is to be allowed to servants, or any other person employed about the vessel.
The subscriber continues his establishment at Helensburgh Baths, the same as for years past, and a vessel will be in readiness to convey passengers to the Comet from Greenock to Helensburgh.
Henry Bell.
Helensburgh Baths, 5th August, 1812.
195 visits
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In 1801 the London newspapers contained the announcement that an experiment had taken place on the Thames, on July 1st, for the purpose of propelling a laden barge, or other craft, against the tide, by means of a steam-engine of a very simple construction.
“The moment the engine was set to work the barge was brought about, answering her helm quickly, and she made way against a strong current, at the rate of two and a half miles an hour.”
In 1802 a new vessel was built expressly for steam navigation, on the Forth and Clyde Canal, under Symington’s supervision, the Charlotte Dundas, which was minutely inspected on the same day by Robert Fulton, of New York, and Henry Bell, of Glasgow, both of whom took sketches of the machinery to good purpose.
This boat drew a load of seventy tons, at a speed of three and a half miles an hour, against a strong gale of wind. Under ordinary conditions she made six miles an hour, but her admitted success was cut short by the Canal Trust, who alleged that the wash of the steamer would destroy the embankment.
305 visits
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An experiment was made by Patrick Miller, a banker in Edinburgh, aided by Mr. Taylor, tutor in his family, and Alexander Symington, a practical engineer. Mr. Miller had a boat built and fitted with a small steam-engine, for his amusement, on Dalswinton Loch, Dumfriesshire. It was a twin-boat, the engine being placed on one side, the boiler on the other, and the paddle-wheel in the centre. It was launched in October, 1788, and attained a speed of five miles an hour. The engine, of one horse-power, is still to be seen in the Andersonian Museum, in Glasgow. Encouraged by his experiment, Mr. Miller bought one of the boats used on the Forth and Clyde Canal, and had a steam-engine constructed for it by the Carron Ironworks Company, under Symington’s superintendence. On December 26th, 1789, this steamboat towed a heavy load on the canal, at a speed of seven miles an hour; but, strange to say, the experiment was dropped as soon as it was tried.
254 visits
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Paddle-wheels for driving boats through the water were used long before steam-engines were thought of.
They were worked by hand and foot-power without, however, any advantage over the old-fashioned oar.
The horse-boat, in a variety of forms, has been in use for many years, and is not yet quite obsolete.
In its earlier form two horses, one on each side of a decked scow,
were hitched to firmly braced upright posts at which they tugged for all they were worth without ever advancing beyond their noses,
but communicating motion to the paddle-wheels by the movable platform on which they trod.
For larger boats four or five horses were harnessed to horizontal bars converging towards the centre, and moved around the deck in a circle,
the paddles receiving their impulse through a set of cog-wheels.
337 visits
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Last of the Clipper Passenger Packets, 1854.
The clipper “packet ship” was a vast improvement on the ordinary sailing ship. It had just reached its highest point of development when the ocean steamship first made its appearance. It was to the upper strata of the travelling community, sixty years ago, the counterpart of the express steamer of to-day. The packet-ship was built for fast sailing, with very fine lines, was handsomely fitted up and furnished, was exceedingly well found in eatables and drinkables, and carried a great spread of canvas. To see one of these ships under full sail was a [Pg 27]sight to be remembered—a rare sight, inasmuch as all the conditions of wind and water necessary for the display of every stitch of canvas are seldom met with in the North Atlantic. They not unfrequently crossed in fourteen or fifteen days. In winter they might be three months on a single voyage, but their average would be from twenty-five to thirty days.
280 visits
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The farmer sells his crop of wheat to the grain-dealer, and carts it, say, to Brandon, where the purchaser takes delivery of it at his elevator. Let us examine this thing somewhat minutely, taking by way of illustration one of the elevators belonging to the Canadian Pacific Railway Company at Montreal. It is a medium-sized one, having capacity for storing about 600,000 bushels of grain. The same company’s elevators at Fort William and Port Arthur are much larger, having capacity for 1,500,000 bushels. In Chicago and Buffalo there are elevators of three millions of bushels capacity; but, whether larger or smaller, in their main features they are all alike.
The elevator is a wooden structure of great strength. Its massive stone foundations rest on piles imbedded in concrete. The framework is so thoroughly braced and bolted together as to give it the rigidity of a solid cube, enabling it to resist the enormous pressure to which it is subjected when filled with 18,000 tons of wheat. The building is 210 feet long, 80 feet wide, and 142 feet in height from basement to the peak of the roof. Including the steam-engine (built at the C. P. R. works) of 240 horse-power, the entire cost of this elevator was $150,000. It consists of three distinct compartments—for receiving, storing, and delivering grain. On the ground floor are two lines of rails by which the cars have ingress and egress. The general appearance of this flat is that of a bewildering array of ponderous posts and beams, shafting, cog-wheels, pulleys and belts, blocks and tackle, chutes, and the windlasses for hauling in and out the cars, for a locomotive with its dangerous sparks may not cross the threshold. Beneath this, in the basement, are the receiving tanks, thirty-five feet apart from centre to centre, corresponding to the length of the cars. Of these there are nine, enabling that number of cars to be simultaneously unloaded. This is quickly done by a shovel worked by machinery, with the aid of two men, the grain falling through an iron grating in the floor into the tank. The elevator has nine “legs.” The leg is an upright box, 12 inches by 24 inches, extending from the bottom of the tank to the top of the building; inside of it is a revolving belt with buckets attached 15½ inches apart. The belt is 256 feet long, and as it makes 36 revolutions per minute, each bucket containing one-third of a bushel, each leg is able to raise 5,250 bushels per hour. A car is unloaded and its contents hoisted into the upper regions in fifteen minutes. When all the legs are at work 30,000 bushels are handled in an hour.
569 visits
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The legal position which Hatasu occupied during the sixteen years that followed the death of Thothmes II. was probably that of regent for Thothmes III., his (and her) younger brother; but practically she was full sovereign of Egypt. It was now that she formed her grand schemes of foreign commerce, and had them carried out by her officers. First of all, she caused to be built, in some harbour on the western coast of the Red Sea, a fleet of ships, certainly not fewer than five, each constructed so as to be propelled both by oars and sails, and each capable of accommodating some sixty or seventy passengers. Of these thirty were the rowers, whose long sweeps were to plough the waves, and bring the vessels into port, whether the wind were favourable or no; some ten or twelve formed the crew; and the remainder consisted of men-at-arms, whose services, it was felt, might be required, if the native tribes were not sufficiently impressed with the advantages of commercial dealings.
804 visits
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To the best of my recollection, Fitzstephen is the first of our writers who speaks of an exercise of this kind, which he tells us was usually practised by the young Londoners upon the water during the Easter holidays. A pole or mast, he says, is fixed in the midst of the Thames, with a shield strongly attached to it; and a boat being previously placed at some distance, is driven swiftly towards it by the force of oars and the violence of the tide, having a young man standing in the prow, who holds a lance in his hand with which he is to strike the shield: and if he be dexterous enough to break the lance against it and retain his place, his most sanguine wishes are satisfied: on the contrary, if the lance be not broken, he is sure to be thrown into the water, and the vessel goes away without him, but at the same time two other boats are stationed near to the shield, and furnished with many young persons who are in readiness to rescue the champion from danger. It appears to have been a very popular pastime; for the bridge, the wharfs, and the houses near the river, were crowded with people on this occasion, who come, says the author, to see the sports and make themselves merry. The water quintain, taken from a manuscript of the fourteenth century, in the Royal Library, where a square piece of board is substituted for the shield, is represented below.
764 visits
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Much of his hunting is done from his canoe or kayak. This is narrow, sharp-pointed at both ends, and light. It consists of a slight framework over which skins are tightly stretched. The opening above is but large enough for him to get his legs and body through. When he has crept in, he ties a collar of skin, that surrounds the opening, about his body, below his arms, to prevent the water dashing into the kayak, and paddles away. His different weapons are all fastened in their proper places on top of the canoe, where he can seize them when wanted. The Eskimo are wonderful boatmen and drive their kayaks over the waves like seabirds. If they tip over, they easily right themselves.
965 visits
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Messrs. Forest and Son received a design and order for the construction of a steel boat 28 ft. long, 6 ft. beam, and 2 ft. 6 in. deep. It was to be built of Siemens steel galvanized, and divided into twelve sections, each weighing about 75 lbs. The fore and aft sections were to be decked and watertight, to give buoyancy in case of accident.
627 visits
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Ships the British navy might have had! Freaks of marine architecture that have not been officially adopted.
We illustrate here some curious designs for war-ships by various inventors.
No. 1 is McDougal's Armoured Whale-back, with conning-towers, a design of 1892 for converting whalebacks into war-vessels.
No. 2 is an American design of 1892, Commodore Folger's Dynamite Ram, cigar-shaped, with two guns throwing masses of dynamite or aerial torpedoes.
No. 3 is a design by the Earl of Mayo in 1894 and called "Aries the Ram," built round an immense beam of steel terminating in a sharp point,
No. 4 is Gathmann's boat for a heavy gun forward, designed in 1900. She was to be of great speed, and the forward gun was to throw 600 lb. of gun-cotton at the rate of 2000 feet per second. A formidable Armada this, had it been practicable.
736 visits
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Image 3529
422 visits
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Our afternoon cruise was not further remarkable except for the sight of various immense ferry-boats swinging across the stream attached to wire guys and bearing two great loads of hay, cattle and all, and for a visit to Ingolstadt, a military post of great importance and correspondingly unattractive aspect.
1087 visits
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On the Tile-boat
1071 visits
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Lumber Raft
1022 visits
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Country Market-boat, Budapest
811 visits
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An Ark-boat
787 visits
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A Hungarian Ferry
783 visits
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On the morning of the 26th, the captain, who had been to Oparrée with some of his officers, to make a formal visit to the king, observed a fleet of more than 300 pirogues, drawn up in order on the shore. They were all completely equipped. At the same time a number of warriors assembled on the beach.
The officers' suspicions were excited by this formidable armament, collected in one night, but they were reassured by the welcome they received.
This fleet consisted of no less than sixty large double pirogues, decorated with flags and streamers, and 170 smaller ones, intended for the transport of provisions, and the flotilla was manned with no fewer than 7760 men, warriors or paddlers.
447 visits
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New Zealand war canoe
572 visits
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Boat-Children Ashore
779 visits
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Brawl among boatmen ... (From tomb of Ptah-hetep——Pyramid Age)
447 visits
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Boats on Nile about 2500 B.C.
510 visits
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Britons with Coracles
681 visits
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A Flat Boat
Another illustration of his [Robert Fulton] inventive gift belongs to his boyhood days. He and one of his playmates used to go out fishing in a flat boat which they propelled by the use of long poles. Getting tired of this method of navigation, Robert made two crude paddle-wheels, one for each side of the boat, connecting them by a sort of double crank, which the boys united in turning. They could then easily propel the boat in their fishing trips to various parts of the lake, and keenly enjoyed this novel and easy way of going a-fishing.
997 visits
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The Clermont
Fulton returned in 1806 to America, where, with money furnished by his friend Livingston, he began to construct another steamboat which he called the Clermont, after the name of Livingston's home on the Hudson. This boat was 130 feet long and 18 feet wide, with a mast and a sail, and on each side a wheel 15 feet in diameter, fully exposed to view.
One morning in August, 1807, a throng of expectant people gathered on the banks of the North River at New York, to see the trial of the Clermont. Everybody was looking for failure. People had all along spoken of Fulton as a crack-brained dreamer, and had called the Clermont "Fulton's Folly." "Of course the thing would not move." "That any man with common-sense might know," they said. So while Fulton was waiting to give the signal to start, these wiseacres were getting ready to jest at his failure.
Finally, at the signal, the Clermont moved slowly, and then stood perfectly still. "Just what I have been saying," said one onlooker with emphasis. "I knew the boat would not go," said another. "Such a thing is impossible," said a third. But they spoke too soon, for after a little adjustment of the machinery, the Clermont steamed proudly up the Hudson.
908 visits
